Railway truck brake



N V- 1966 E. ORSHANSKY, JR

RAILWAY TRUCK BRAKE 5 Sheets-Sheet 1 Original Filed Sept. 1, 1960 29, 1966 E. ORSHANSKY, JR 3,288,253

RAILWAY TRUCK BRAKE Original Filed Sept. 1, 1960 s Sheets-Sheet 2 H02. W l 7Z1] 1 4) /7 1 25 I I 7 30 I a: w w: W l :2 II. I I

RAILWAY TRUCK BRAKE 5 Sheets-Sheet Original Filed Sept. 1, 1960 United States Patent Ofiice 3,238,253 Patented Nov. 29, 1966 3,288,253 RAILWAY TRUCK BRAKE Elias Orshansky, Jr., Los Angeles, Calif., assignor, by

mesne assignments, to Evans Products Company, Plymouth, Mich, a corporation of Delaware Original application Sept. 1, 1960, Ser. No. 53,427, new Patent No. 3,198,289, dated Aug. 3, 1965. Divided and this application July 30, 1965, Ser. No. 485,965 Claims. (Cl. 18859) This application is a division of my application Serial No. 53,427, filed September 1, 1960, now Patent No. 3,198,289.

The invention relates to brakes for railway trucks and comprises a brake gear arrangement which can be applied as a self-contained unit to a railway truck. The invention also comprises the combination of truck parts with the brake arrangement.

Among the general objects of the invention are the reduction in the number of brake parts required and the resulting simplification of the brake system; adapting the brake for application to the usual truck construction, either in a new truck or as a substitution for a brake arrangement in an existing truck, without addition to or change in truck structures in general use. .spects the present invention includes improvements upon that shown in application Serial No. 812,461, filed May 11, 1959, by the present applicant and other inventors (now Patent 3,024,872 issued March 13, 1962), but in the present structure only a single operating cylinder as associated wit-h the brake parts for each axle, and the brake parts associated with one axle function independently of the brake parts associated with the other axle. This is one example of reduction in parts and simplification effected by the present invention.

Other detail object-s of the invention will appear from the following description and the accompanying drawings, in which:

FIGURE 1 is a top view of a four-wheel truck embodying one form of the invention, with parts sectioned on the horizontal plane of the wheel axis.

FIGURE 2 is a vertical longitudinal section on line 22 of FIGURE 1.

FIGURE 3 is a top view of a portion of a railway fourwheel truck embodying another form of the invention.

FIGURE 4 is a vertical section and view on line 44 of FIGURE 3.

FIGURE 5 is a top view of a longitudinal half of a four-wheel truck and illustrates a fourth form of the invention.

FIGURE 6 corresponds to FIGURE 2 but illustrates the form of the invention shown in FIGURE 5, and is taken on line 6--6 of FIGURE 5 The truck shown in FIGURES 1 and 2 has the usual axles .1 with wheels 3 fixed thereon, side frames 5 and a bolster 7 extending transversely of the truck from side frame to side frame and .supported on the latter by springs 9 in the usual manner. Secured to one wheel on each axle and in fixed relation to the same is a drum 11 provided with a bolting flange 12 at one end and a disk flange 13 at the other end. Annular members 14 are applied to opposite sides of flange 13 and are secured to each other and the flange by rivets 15. Each member comprises a smooth face 14a and a ribbed face 14b. The ribbed faces oppose flange 13 and form therewith narrow passages P each opening toward the wheel axis and periphery and providing for the circulation of air to dissipate heat generated by braking operations. The rotation of the disk tends to set up centrifugal currents of air (arrows A) through the passages, increasing the cooling effect. Drum In some re- 11 and elements .14 likely will be formed in segments and applied to the axle and wheels after assembly of the latter. Such an arrangement also facilitates renewal of brake parts if that should be necessary.

Mounted on each side of the bolster is a bracket 16 having upper and lower horizontal flanges 17, 18. Projecting transversely from the bolster are two pairs of upper and lower brake carrying bars 20, 21 extending substantially horizontally from the bolster and pivoted at their inner ends to flanges 17, 18 by :pins 23. The outer ends of the bars of each pair pivotally mount a brake head 24 by .a pin 25 surrounded by a rubber bushing 26 in the brake head which may yield to accommodate tilting of the disk from a plane perpendicular to bars 20, 21. A brake shoe comprising a backing plate 27 and a friction element 28 opposes each brake disk friction element 14.

The inboard pair of support bars 20, 21 includes a bracket 36 mounting a fluid pressure operated cylinder 32 provided with a piston 33, the rod 34 of which is pivotally connected at 35 to the outer portion of one arm of a bell crank lever 37 pivoted at 38 to the same pair of support bars. A link 40 connects the other arm of the bell crank lever to the other pair of support bars 20, 21.

When pressure fluid is admitted at 42 to cylinder 32 and piston 33 is advanced, the lever 37 moves both pairs of bars to thrust the brake shoes against the :brake disk. Play of the axle and Wheel assembly transversely of the truck relative to the truck side frames and bolster is readily accommodated by the pivoting of bars 20, 21 about pins 23. A coil spring 44 is compressed between piston 33 and the outer end of the cylinder and retracts the piston and brake shoes when fluid pressure is released. A stop 46 on bracket 16 limits the retraction of bars 20, 21.

Two brake assemblies may be positioned at diagonally opposite ends and sides of bolster 7, or on the same side, and each is associated with an individual wheel and axle assembly. Each brake assembly is independent of the other and failure of one brake assembly does not affect operation of the other brake assembly on the truck or of brake assemblies on the truck at the opposite end of the vehicle. Each brake head and its shoe are readily removed and replaced.

In the brake arrangement shown in FIGURES 3 and 4, the general principle of the linkage described above is retained but instead of brake shoes 50, 51 being applied to opposite sides of a single brake disk, widely spaced brake disks 52, 53 are on the wheel and axle assembly near opposite wheels 55. Each brake disk 52, 53 includes a working face 52a, 53a and lateral ribs 54 to which a cover plate 59 is applied to form with each disk a series of air passages similar to those previously described on both sides of drum flange 13. Spaced brackets 57 are mounted on bolster 58. Each bracket mounts upper and lower support bars. Bars 60 on the left hand bracket 57 carry a cylinder 62, a bell crank lever 63 and one brake head and shoe unit 50. Bars 61 carry the other brake head and shoe unit 51. Bars 60 and 61 are connected by an elongated link 65 which is adjustable lengthwise at 66 to provide proper clearance and travel of the brakes. One bracket 57 has an adjustable stop 67 cont-rolling the release movement of the brake. Rubber bushings 68 surrounding the brake head pins 69 accommodate inclination of the brake heads relative to the brake carrying bars 60, 61.

In the structure shown in FIGURES 5 and 6 the wheel, axle, brake disks, side frame, bolster, brake cylinder, bell crank lever and brake shoes correspond generally to those previously described, particularly as shown in FIG- URE 3, but the brake gear support bars 100, 101 differ from those previously described particularly in being substantially deeper at their inner ends and having terminals 102, .103 extending the top of and below the bottom of bolster 105 and overlapping the cor-responding terminals 107, 108 of the arms extending in the opposite direction for mounting the brake gear applied to the disks on the other axle. Bearings 110, 112 are seated in the top and bottom walls of the bolster and a common pivot pin 114 extends from top to bottom of the bolster through bearings 110, 112 and the support bar terminals, being held in place by a castellated nut 116, threaded on the upper end of the pin, and a locking cotter 117. A compressible bushing 119 between the bottom of the bolster and lower bearing collar 112 avoids undue play between the support bars and the bolster. Adjustable stops 121 limit the release movements of the support bars.

This type of brake gear mounting provides increased stability for the brake gear. The arms are shown as castings but may consist of forgings or built up structures.

Eac'h form of the invention includes an extension E on the bell crank arm to which the cylinder piston rod is connected, to which a hand brake rod may be connected, the other end of the rod being provided with a chain and hand brake shaft drum (not shown) disposed at a convenient point on the vehicle body, as is usual practice to move the bell crank arm as indicated by the arrow HB.

All forms of the invention have a common basic linkage through which braking forces are applied to the disks in much the same manner and attaining the general objectives of the invention and possessing the advantages set forth in column 2. The number of pins, links and connections is substantially less than in the usual brake gear assembly, particularly those involving connections to operating cylinders and pistons mounted on the vehicle und-erf-rame. All the brake gear parts are reversible and no rights and lefts are required, thus facilitating the stocking of repair parts.

The details of construction may be varied substantially, and may be varied otherwise than as shown, without departing from the spirit of the invention, and the exclusive use of those modifications coming within the scope of the claims is contemplated.

I claim:

1. In a railway truck, wheel and axle assemblies, truck side frames mounted on opposite ends of said assemblies, a truck load-supporting structure extending between and carried by said side frames, said assemblies including brake disks fixed thereon, a pair of bars individually pivoted [directly on said bolster and project-ing therefrom lengthwise of the truck alongside said disks and pro vided with brake shoes at their swinging ends, a lever fulcrumed on one of said pivoted bars, a link connecting one arm of said lever to the other bar of said pair of bars,and a pressure fi-uid cylinder mounted on said leverfulcrnming bar and having a piston connected to another arm of said lever and applying both brake shoes to said disk by actuating said lever.

2. In a railway truck having wheeled axles with fixed disks, a bolster supported therefrom, a power brake mechanism comprising mounting structure including substantially parallel elongated members each having a pivot at one end to said bolster and provided with a brake shoe at its opposite end opposing one of said disks, a brake lever mounted on one of said members at a point spaced from the brake shoe thereon, a pressure fluid-actuated cylinder fixed relative to said one member and having a piston operatively connected to one arm of said lever, and a link connecting another arm of said lever and the other of said members and actuating both of said members to apply said shoes to said disks.

3. A railway tnuck structure according to claim 2 in which the lever fulcrumed on one of the pivoted members actuates both brake shoes on the ends of the elongated members at opposite sides of the same brake disk to clasp it between them when said cylinder is actuated.

4. In a railway truck including a wheeled axle with brake disc structure fixed thereon, a load support structure supported from said axle, a brake mechanism including a pair of substantially parallel brake shoe mounting elongated bars spaced apart lengthwise of the bolster, each having an upright axis pivotal connection at one end to said bolster, a fluid pressure actuated cylinder mounted on one of said bars, a bell crank lever 'fulcrumed on said latter-mentioned bar, said cylinder having a piston operatively connected to one arm of said bell crank lever, and a link connecting the other arm of said bell crank lever to the other brake shoe mounting bar.

5. In a railway truck having spaced wheeled axles with individual brake disks and having side frames carried on the end portions of the axles, a brake mechanism comprising an elongated truck load support member with end portions carried by said side frames, a pair of brake carrying bars on each side of said member and spaced apart along said member and each pivoted at one end to said member and extending therefrom transversely of said member, brake friction elements on the swinging ends of said bars and facing in opposite directions and adapted to engage spaced brake disks on one axle, a fluid pressure cylinder mounted on one of each pair of said brake carrying bars, a lever 'fulcrumed on said bar between the ends of the latter, the cylinder having a piston pivotally connected to one arm of said lever, and a link pivotally connected at its respective ends to the other arm of said lever and to the other brake carrying bar of that pair.

References Cited by the Examiner UNITED STATES PATENTS 2,856,038 10/1958 Busch 188218 2,869,688 1/1959 Busch -18821 8 2,903,095 9/1959 Tack et val. 18859 2,947,384 8/1960 Busch 18859 2,955,679 10/1960 Herbert 188-59 3,092,211 6/1963 Herbert 18859 DUANE A. REGER, Primary Examiner. 

1. IN A RAILWAY TRUCK, WHEEL AND AXLE ASSEMBLIES, TRUCK SIDE FRAMES MOUNTED ON OPPOSITE ENDS OF SAID ASSEMBLIES, A TRUCK LOAD-SUPPORTING STRUCTURE EXTENDING BETWEEN AND CARRIED BY SAID SIDE FRAMES, SAID ASSEMBLIES INCLUDING BRAKE DISKS FIXED THEREON, A PAIR OF BARS INDIVIDUALLY PIVOTED DIRECTLY ON SAID BOLSTER AND PROJECTING THEREFROM LENGHTWISE OF THE TRUCK ALONGSIDE SAID DISKS AND PROVIDED WITH BRAKE SHOES AT THEIR SWINGING ENDS, A LEVER FULCRUMED ON ONE OF SAID PIVOTED BARS, A LINK CONNECTING ONE ARM OF SAID LEVER TO THE OTHER BAR OF SAID PAR OF BARS, AND A PRESSURE FLUID CYLINDER MOUNTED ON SAID LEVERFULCRUMING BAR AND HAVING A PISTON CONNECTED TO ANOTHER ARM OF SAID LEVER AND APPLYING BOTH BRAKE SHOES TO SAID DISK BY ACTUATING SAID LEVER. 